Supporting of railway and like rails



H. J. M. RlGBY SUPPORTING OF RAILWAY AND LIKE RAILS Nov. 27, 1962 S SheetS-Sheet l Filed May 24, 1961 I nuentor Uwm W in mm m H N H m H m 5 1962 H. J. M. RIGBY 3,06

SUPPORTING 0F RAILWAY AND LIKE RAILS Filed May 24, 1961 3 Sheets-Sheet 2 In venlor 5m Ira/Inna NncBe-m 1665 Nov. 27, 1962 H. J. M. RIGBY 3,065,914

SUPPORTING OF RAILWAY AND LIKE RAILS Filed May 24, 1961 3 Sheets-Sheet 3 flyi- 22 26 .25 /6 /2 (kw/Na. 154K 12? United States Patent Oflice 3,065,914 Patented Nov. 27, 1962 3,665,914 SUPPORTING F RAILWAY AND LIKE RAILS Hugh John Macbeth Rigby, Sutton, near Macclesfield, England assignor to executors of James Mills Limited, Woodley, near Stoclrport, England, a British company Filed May 24, 1961, Ser. No. 112,361

' 8 Claims. (Cl. 238-349) This invention relates to a new or improved support for flange foo-ted railway and like rails, for example, tramway rails, all hereinafter referred to and included within the term rails.

The invention has been developed primarily for the supporting of rails on concrete sleepers, but in its widest aspect the invention is considered to be applicable to hardwood and other timber as well as steel sleeper rail supports.

The invention is concerned with that kind of rail support, herein referred to as the kind specified, in which the support embodies a resilient clip comprising upper and lower arms connected resiliently together, so that the two arms are spaced relatively apart, the lower arm of the clip being adapted for pressure engagement with the sleeper and the upper arm being adapted resiliently to apply holding down pressure to a rail flange to secure or assist in securing the rail to the sleeper, the arrangement being such that the clip can be displaced relative to the sleeper between a rail securing and a release position, to permit of rail removal when required.

Railway rail supports of kind specified as hitherto proposed or constructed, have usually been adapted to be positioned into their rail securing position by driving them in a direction transverse to the length of the rail, i.e. in a direction parallel or substantially parallel to the length of the sleeper and in order that the clip may be effectively and simply retained in its rail securing position, it is further necessary that the clip should be driven in a more or less horizontal direction substantially parallel to the underside of the rail foot formed by the flanges at each side of the rail Web, and in consequence of the foregoing it is usually necessary in the case of a concrete or timber sleeper for this to be provided with a separate base plate having a hole or other opening extending in a substantially horizontal direction, substantially parallel to the length of the sleeper to receive the lower arm of the substantially horizontally driven clip, the upper surface of which opening provides an abutment for engaging with the upper side of the lower arm of the clip to retain this effectively in rail securing position.

Such an arrangement is described, for example, in the specification of my prior United States Patent No. 2,954,- 169.

The present invention has for its object to provide a new or improved form of rail support of the kind specifled, which enables the separate base plate to be dispensed with, especially in the case where the sleeper is formed of concrete or hardwood timber, so that an important saving in manufacturing cost of the rail support may thereby be effected.

According to the present invention, I provide a rail support of the kind specified which is characterised by comprising the following features in combination, namely:

(i) The sleeper is provided with a lower clip arm receiving opening which extends from a lateral, i.e. side face of the sleeper in a direction transverse to the length of the sleeper, the upper side of which opening constitutes a lower clip arm engagement abutment.

(ii) The clip is so shaped as during both its positioning and removal movement as well as in its rail securing position, as to have its connecting portion spaced transversely of the so engaged rail flange. 1

formed in relation to the configuration of the upper face 2 of the engaged rail flange, and the upper and lower clip arms are so relatively shaped, as to effect displacement of the two clip arms relatively apart, stressing the connecting portion of the clip as the clip is driven into rail securing position.

(iv) The upper clip arm is spaced out of engagement with the upper surface of the sleeper so as to be adapted to apply holding down pressure only to the rail flange.

(v) The lower clip arm abutment of the sleeper opening is disposed to one side of, namely on the rail web side of, a vertical plane parallel to the length of the rail and. passing through the position of engagement between the upper clip arm and the rail flange, by a distance from such vertical plane as to ensure that any disengaging movement of the upper arms in a direction away from the rail, web, is accompanied by relative movement apart of the two clip arms so that the upper clip arm is eifectively retained in the desired rail securing position, irrespective of; the downward sloping of the rail flange in a direction away from the rail Web.

A rail support in accordance with the foregoing broadest aspect of the present invention possesses the following advantages:

(1) Feature (i) permits of the clip being readily engaged with the sleeper without the necessity of providing a separate base plate, since a lower clip arm receiving opening can readily be provided at a lateral side face of the sleeper, permitting of the clip being driven into position by movement which is substantially horizontal or which has its major component horizontal.

(2) Feature (ii), namely that the clip has its connecting portion spaced transversely of the rail flange, permits of the clip being freely driven and removed.

(3) Feature (iii) ensures that the rail securing pressure is achieved principally by subjecting the clip to simple bending stress, although the clip may be subjected to some torsional stress as well, the arrangement permitting of the clip being formed in a simple manner from a length of resilient metal bar, preferably of round section. I

(4) Feature (iv) ensures that the whole of the stress developed in the clip can be employed in securing the rail in position.

(5) Feature (v) ensures that the clip is stable when in the fully driven position and there is no tendency for the clip to disengage from the rail flange by moving out'of the designed rail securing position in a direct-ion awayfrom the rail.

With a rail support as above described, there will be a considerable frictional resistance between the lower arm of the stressed clip and the said sleeper opening abut.- ment which usually will be fully effective in retaining the lower arm of the clip against any tendency for disengaging movement relative to the sleeper, but if desired, that part of the opening which receives the free end or extremity of the lower clip arm may have its abutment surface recessed or sloped upwardly in the direction of driving so as to provide a downwardly directed shoulder past which the free end of the lower arm of the clip must be displaced to effect clip withdrawal with consequent expansion of the clip beyond the already expanded rail securing position, whereby any tendency for the lower arm of the clip to Withdraw in this way, is effectively resisted. 7

Generally, however, it will be found satisfactory for the abutment provided by the upper side of each opening to be straight throughout the length of the opening, for example, by forming each opening as a plain hole.

In this last arrangement, each hole would preferably be inclined to the horizontal in a downward direction from a position adjacent the..connecting portion of the clip towards the free'end ofthe lower clip arm so as thereby to assist in expanding the clip as this is driven into position.

In such an arrangement, for convenience in manufacture, as well as to facilitate the removal of any liner provided for the hole, this may extend between opposite lateral faces of the sleeper.

In the case where the sleeper is formed in concrete, each of the said holes are preferably provided with a liner to protect the surface of the concrete, which liner would be formed 'of an electrically insulating material where track circuit-ing of the rails is provided. The mouth or entry end of such liner may be outwardly flared to facilitate the initial positioning of the lower clip arm within the hole.

The invention further comprises a clip for securing a railway rail to a sleeper, said clip being formed from a single length of resilient metal bar shaped to provide spaced apart upper and lower sleeper and rail flange engaging arms, joined integrally together at one end by a connecting portion, said two arms extending on the same side of the connecting portion and being disposed closer together adjacent their free ends than adjacent their connecting portion, said connecting portion adjacent to the junction with the upper arm of the clip and the upper arm at a position adjacent said junction being each disposed to one side of a plane which passes through the central longitudinal axes of the two arms at a position adjacent the rail and sleeper engaging portions near the free ends of the two clip arms, the arrangement being such that the clip is adapted to be driven in a direction substantially longitudinally of the rail with the lower arm engaging within an opening extending through the lateral face of the sleeper to a position beneath the rail seat, with the upper free end of the arm in engagement with the rail flange and with the remainder of the upper arm and the said connect-ing portion spaced away from, so as to be out of contact with, the upper face of the sleeper and rail flange respectively.

Preferably the connecting portion is of substantially straight configuration medially of its length, being of curved configuration where it merges at each end thereof into the adjacent end of the upper and lower arm respectively.

Such a form of connecting portion as opposed to a simple semi-circular connecting portion, ensures that for a given loading between the free ends of the two arms, the maximum bending moment in the connecting portion is less assuming that all other factors remain the same. Such preferred configuration of connecting portion may further provide a straight or relatively straight driving face to enable the clip to be driven efliciently by means of a suitable impact tool.

The invention is illustrated in the accompanying drawings wherein:

FIGURE 1 is a plan view of one form of sleeper adapted to have secured thereto in accordance with this invention, a pair of flange footed railways rails.

FIGURE 2 is a side elevation of part of the sleeper depicted in FIGURE 1 showing a flange footed railway rail secured thereto by a pair of rail securing clips in accordance with this invention.

FIGURE 3 is a sectional view on the line 3--3 of FIGURE 2.

FIGURES 4 and 5 are side elevation and plan views respectively of one of the clips depicted in FIGURE 2.

FIGURE 6 is a view similar to FIGURE 3 but showing a modification.

FIGURE 7 is a plan view of part of a sleeper similar to that shown in FIGURE 1 but provided with a modified arrangement of clip receiving holes.

FIGURE 8 is a view similar to FIGURE 2 but applied to the construction of sleeper depicted in FIGURE 7.

FIGURE '9 is a "sectional view on the line 9-9 of FIGURE 8.

Referring firstly to FIGURES l to 5 of the drawings, there is there depicted a construction specifically adapted for-the securing of flange footed railway rails to concrete 4 sleepers wherein the sleeper It) is provided at each rail supporting position with a rail seat 11 formed by recessing the upper face of the sleeper to a depth at least equal to the thickness of the edge of each of the two flanges 12 of the railway rail 13, the so formed sleeper recess 14 having a width corresponding to the overall width of the rail foot formed by the two flanges 12, so as thereby to provide relatively deep shoulders 15 in the upper surface of the sleeper 10, which serve to hold the rail 13 to gauge.

Preferably, a rubber or other resilient pad 16 is provided between the rail flanges 12 and the rail seat 11. This pad may be of flat configuration so as to be disposed wholly beneath the underside of the rail foot or it may be as shown, of shallow channel configuration with its two sides extending around the edges of the rail flanges between the same and the sides of the recess in the upper face of the sleeper. Such latter form of pad 16 serves in the known manner to electrically insulate the rail flanges 12 from the adjacent part of the sleeper 10.

In the preferred arrangement illustrated, two clips are provided for securing each rail to each sleeper.

The upper face of each rail flange 12 slopes downwardly to the horizontal in the known manner. Such downward slope may be at the same angle over the entire width of each flange 12 but more usually the downward slope is, as shown, at two different angles, namely, a greater angle of slope of the flange upper face 17 nearer the rail web 17 and a lesser angle of slope of the flange upper face 19 nearer the adjacent rail flange edge.

Two rail securing clips 2% are provided for securing each rail to each sleeper, these clips being each adapted to apply holding down pressure to one of the two rail flanges 12 at a position adjacent the line of intersection 21 of the two upper sloping faces 17, 19 thereof.

Each clip 20 is formed from a length of spring steel or other suitable resilient metal bar of round section, and in one preferred example, having a diameter of A".

The bar forming each clip is bent initially to generally wide U configuration, so as to provide upper and lower arms 22, 23, joined integrally together by a connecting portion 24, the lower arm 23 being of straight configura' tion throughout its length, with this lower arm 23 and the connecting portion 24 being both disposed in the same common plane as shown in FIGURE 2.

The connecting portion 24 at its two ends 24a, 24b, merges smoothly with the adjacent end of the corresponding arm 22, 23 by bending the metal at each of these positions through substantially a quarter of a circle, with the medial part 240 of the connecting portion 24 intermediate these two part-circular parts 24a, 24b, being of only slightly curved configuration.

As shown in FIGURE 4, the upper arm 22 adjacent its junction with the quarter circular part 24a where it merges into the connecting portion 24, is bent in a downward direction towards its free end, conveniently at an angle which, considering the clip unstressed as in FIG- URE 4, may be of the order of 30 to 35 in relation to the lower arm 23, and is further bent (see FIGURE 5) at an angle of about 30 away from the said plane com- 'mon to the lower arm 22 and the connecting portion 24, with the extremity 25 of the lower arm extending at the same inclination to the plane aforementioned, but being bent upwardly, conveniently of the order of 30, in a direction towards the free end of the upper arm so that the upper arm 22 of round circular form in cross section, adjacent to where it commences to be bent upwardly, presents a domed or convex abutment face 26 on its underside, convex in two mutually perpendicular planes, so as to be adapted to engage over a comparatively small area with the rail flanges 12 at the intersection 21 between the two ditferently sloping upper faces 17, 19, thereof. Such abutment face 26 is disposed near the free end of the upper arm 22 and constitutes a rail engaging portion.

The upper side of the lower arm 23 of the clip constitutes a sleeper engaging portion of the lower arm.

Preferably the lower arm 23 has a length of the order of 6" to 8", and the upper ram 22 has a length which is some 2" shorter than the length of the lower arm, and the distance between the two arms, considering the clip unstressed, may vary between a maximum of about 4" adjacent the connecting portion, to a minimum of about 2" adjacent the rail flange engaging face 26 of the upper arm.

The sleeper is formed at a position beneath the rail seat thereof with a pair of through holes 27 constituting lower clip arm receiving sleeper openings. Each such hole 27 is of plain circular configuration, the two holes being spaced symmetrically on opposite sides of a vertical plane extending longitudinally of the rail medially of the rail web 18, with each hole 27 extending from an entrance end 28 provided one at one side and the other at the other side of the sleeper, each hole 27 sloping downwardly from the entrance at the one side face of the sleeper, to the opposite side face, the degree of sloping being conveniently of the order of 1:16.

Each of these through holes is provided throughout part of its length with a liner tube 29 of bore corresponding to the diameter of the bar forming the clip 20 and the outer end, i.e. the clip arm receiving mouth 30 of each of these tubes, is flared outwardly to facilitate the' positioning of the clip arm therein, as well as to avoid sharp corner contact between the mouth of the liner tube and the lower clip arm in the driven position, which could product a stress raising indentation in the adjacent part of the lower clip arm 23. The liner tubes are removable to permit of replacement without damaging or destroying the sleeper.

Each liner tube 29 is preferably formed of a tough plastic material such as that sold under the trademark Akulon, such plastic material serving to electrically insulate the clip 20 from the sleeper to permit of track circuiting of the railway track. To provide for this more effectively, the liner months are flanged outwardly at 31 in abutment with the adjacent sleeper face.

Such flanges 31 serve to limit the distance by which the liner tube can be inserted into the hole 27.

Each liner tube 29 has a length corresponding to the lower clip arm 23 and has its inner end 32 closed so as elfectively to electrically insulate the lower clip arm at its inner end as well as to provide a stop for limiting the distance through which the lower clip arm can be driven into the sleeper hole 27.

The two lower clip arm receiving holes 27 provided as above described are so disposed as to slope at the inclination aforementioned in planes 33 which are each inclined to the vertical so that each plane containing the central axis of the corresponding hole is co-planar with the line of intersection between the two relatively slopping faces 17, 19, on the upper side ofthe corresponding rail flange 12.

The arrangement is such that when the clip is in the fully driven position, the convex face 26 of the upper or rail engaging arm 22 also lies in this inclined plane 33 which contains the axis of the lower arm 22.

At the same time, the upper side of each lower clip arm 23 is in tight pressure engagement with the upper side of each hole 27 as provided by the liner tube 29 therein and such upper side constitutes a lower clip arm engaging abutment 34 through which the pressure applied by the lower clip arm 23 is transmitted to the sleeper 10.

The inclination of each of these two planes containing the axis of the lower clip arm is further so chosen in relation to the angle of slope to the upper sleeper face of the outermost sloping rail flange faces 19 that the angle between each of these outer faces 19 and the adjacent inclined plane extending therefrom to the adjacent sleeper hole, is not less than 90.

The importance of this last mentioned feature of the above described construction is that any tendency for the rail flange engaging arm 22 of the clip to become disengaged therefrom by movement of this, i.e. upper arm 22 of the clip, in a direction away from the rail web 18, is resisted in the following three Ways:

(i) A simple bodily displacement of the upper arm 22 in a direction laterally away from the rail web 18 must necessarily be accompanied by an increase in the distance between the extremities of the two clip arms 22, 23, so that such movement is necessarily resisted by the increased stress thereby applied to the connecting portion.

(ii) Any tendency for the clip as a whole to rock about the axis of the lower arm 23 in a direction such that the upper arm 22 moves away from the rail web 18, is again resisted by the fact that such rocking movement must necessarily be accompanied by an increase in relative spacing between the two clip arms. (iii) Any tendency for the upper arm 22 of the clip 20 to move angularly away from the rail 13 about a purely horizontal axis passing through the junction between the connecting portion 24 and the lower arm 23 of the clip, is further resisted by the fact that the lower arm 23 is inclined in a downward direction towards its free end 35 in the inclined plane 33 aforementioned and consequently the lower arm 23 is not free to turn about a horizontal axis without the development of some torsional stress, which assists further in resisting any such disengaging movement of the upper arm in a direction away from the rail Web.

-In other words, considering the clip in the fully driven position, and as will be apparent from FIGURE 2 of the drawing, the upper side of each sleeper hole 27 and which forms the lower clip arm engaging abutment 34 is disposed to one side of, namely to the rail web side of a vertical plane parallel to the length of the rail and passing through the position of engagement, namely intersection line 21 between the upper clip arm 22 and the rail flange. The said lower clip arm engaging abutment 34 is further disposed by a distance from such vertical plane which, having regard to the inclination of the rail flange upper surface 19 to the horizontal, ensures that any disengaging movement of the arm 22 from such flange surface in a direction away from the rail web 18 is accompanied by an expansion, i.e. relative movement apart of the two clip arms so that the clip is thereby effectively retained against angular movement about the axis of the lower clip arm 23 and the upper clip arm is thus effectively retained in the desired rail securing position.

With the arrangement above described, each clip 20 would be driven in a substantially horizontal direction more or less parallel to the length of the rail 13 with the connecting portion 24 inclined at an angle of roughly 40 to 50 to a vertical plane parallel to the length of the rail 13, driving being effected by means of a hammer or other suitable impact t-ool applied to the upper part of the connecting portion 24 near where it merges at 24a into the upper clip arm 22.

The height of the lower clip arm receiving end 28 of each sleeper hole. 27 would be so chosen, having regard to the relative spacing between the extremities of the two arms 22, 23, and the distance between the upper side of the rail flange and the lower clip arm receiving end 28 of said sleeper hole, that as the driving operation commences the convex rail engaging face 26 of the upper clip arm 22 is broupht into light pressure engagement with the two differently sloping faces 17, 19, of the rail flange adjacent their line of intersection 21.

Thus, as the driving operation progresses, by virtue of the downward slope of the lower clip arm receiving hole 27, the two arms 22, 23, are forced relatively apart, stressing the connecting portion 24 in so doing, until when the clip is fully driven the two arms 22, 23 of the resilient clip 20 have been forced relatively apart by a distance sufficient to provide the desired rail holding down pressure.

With the angle of slope aforementioned of each lower clip arm receiving hole 27, a relative opening between the two clip arms 22, '23, i.e. deflection of the clip of the order of -78", may be obtained, if the lower clip arm is driven through a distance of approximately 6" from an initial position in which, with the free end cf the lower arm 23 just engaged within the mouth 28 of the sleeper hole, the upper arm 22 exerts a hand tight pressure on the rail flange 12 at the position indicated above.

During the foregoing movement, the two clip arms will move relatively apart in the inclined plane 33 aforementioned, and which passes through the intersection 21 between the two differently sloping faces of the engaged rail flange.

Since the connecting portion 24 of the clip 20 is not disposed in the same plane as that containing the upper clip arm 22, the stresses in the clip developed during driving will be torsional stresses as well as simple bending stresses, the torsional stresses being developed principally adjacent the junction 24a between the upper clip arm 22 and the connecting portion 24.

Thus the metal of the clip is utilised in a more efficient manner than if it were subjected merely to simple bending.

With the particular example above described, the clip in the fully driven position, when driven through a distance of approximately 6", will apply a holding down pressure of more than cwts. and, if properly designed, of the order of cwts. to the rail flange.

The frictional engagement between the lower clip arm 23 and particularly the upper side thereof and the liner tube, over the substantial length of the lower clip arm therein, i.e. of the order of 6", will usually be fully effective in retaining the clip in this fully driven position against movement in the reverse direction longitudinally of the rail, even under the effect of rail creep. Increased resistance to withdrawal may be obtained by so forming the interior and exterior surfaces of the liner-as by coating them with a resin bonded flint grit as to have a greater coefiicient of friction relative to steel or concrete than that obtaining between two steel surfaces.

Thus, if rail creep occurs, the rail slips longitudinally relative to the clip without the latter itself slipping relative to the liner or the liner sliding out of its hole 27.

Additionally or alternatively, as shown in FIGURE 6, the free end 35 of the lower clip arm 23 may be bent upwardly relative to the remainder of the lower arm and the upper side of the sleeper hole 27 adjacent to where it is adapted to receive the free end 35 of the lower clip arm may be formed with a shoulder 36 past which the free end 35 of the lower clip arm must be driven as the clip moves into its final position, the arrangement being such that the free ends 25, 35, of the two clip arms are forced relatively apart by a greater distance than that obtaining with the clip fully driven as the free end 35 rides over the shoulder 36, so as thereby to retain the lower arm of the clip positively within the sleeper hole 27.

As the sleeper hole is again provided with a liner tube 29, to facilitate the formation of this liner tube, the shoulder 36 is provided by forming the hole 27 with an enlarged part 37 of frustoconical configuration which extends completely around the axis of the hole 27 with the adjacent end of the liner tube shaped to correspond.

In FIGURES 7 to 9 a further construction is shown in which, instead of the sleeper hole 27 being inclined downwardly to the horizontal in a direction inwardly from its entrance end 28, it extends in a horizontal direction, i.e. at the same horizontal level as that of the line of intersection 21 between the two sloping faces 17, 19, of each rail flange.

Stressing of the clip with this alternative arrangement is ensured by arranging for each of the two sleeper holes 27 in a direction inwardly from their clip receiving end 28 to be inclined in a horizontal direction towards a vertical plane passing through the centre of the rail web 18.

The arrangement is such that as each of the two clips are driven they are progressively displaced in a horizontal direction towards the adjacent side of the rail web 18, and thus the rail flange engaging abutment face 26 of each upper clip arm is caused progressively to ride up the aforementioned rail flange face 19 which slopes upwardly in a direction towards the adjacent web. Thus the clip is progressively tensioned until it reaches the fully driven position depicted in FIGURE 8 in which its abutment face 26 engages with the corresponding rail flange 12 adjacent the line of intersection 21 between the two differently sloping rail flange faces 17, 19.

With this alternative construction depicted in FIG URES 7 to 9 in which each sleeper hole 27 is inclined in a horizontal direction towards a vertical plane passing through the centre of the rail web, the lower clip arm engaging abutment 34 provided by the inner surface of the liner tube 29 extends, as clearly shown in FIGURE 8, to the rail web side of the vertical plane parallel to the length of the rail and passing through the aforementioned line of intersection 21 between the two flange surfaces 17, 19. Thus, at least part of the lower clip arm engaging abutment 34 of this alternative arrangement is disposed to one side of, namely on the rail web side of this vertical plane so as thereby effectively to retain the upper arm of the clip against disengagement from the adjacent rail flange by turning of the clip away from the rail web and about the axis of the lower clip arm 23.

With each of the above described constructions, in order to prevent the free end 35 of the lower clip arm damaging the liner tube 29 as the clip is driven into position the edges of the free end of the lower arm are slightly chamfered or rounded as shown for example at 35a in FIGURE 5.

Whatever particular construction is employed, the precise configuration of the upper arm 22 of the clip is in no way material, so long as the upper arm engages with the rail flange 12 adjacent the junction between the two sloping faces 17, 19, thereof.

For example, in one alternative configuration to that above described, the upper arm 22 may, in the fully driven position, lie parallel throughout its length in the inclined plane 33 containing the lower arm 23, and the connecting portion 24 may, when viewed in a direction longitudinally of the rail, be of generally 0 configuration, with the two limbs of the C extending substantially at right angles to the length of the respective clip arms to which they are integrally connected. Such C shaped connecting portion ensures that this is clear of both the edge of the rail flange and also of the upper surface of the sleeper.

In each of the arrangements illustrated, the effect of driving the clip 20 is merely to expand the clip at a constant rate, so that the deflection of the clip arms and the holding down pressure applied to the rail can readily be adjusted as required by driving the clip through the precise distance required to give a predetermined deflection and holding down pressure.

Extraction of the clip can be easily effected either by use of an extracting tool engaging between the connecting portion and the adjacent lateral face of the sleeper, or by applying an impact tool to the free end face of the upper clip arm.

If desired, a further resistance to withdrawal of the clip in a direction longitudinally of the rail beyond that above described may be obtained by arranging for the extremity 35 of the lower clip arm to project beyond the end 38 of the sleeper hole opposite to the extrance end 28, such extremity of the lower arm being bent somewhat in relation to the length of the rest of the arm so' as to be adapted for wedging or other abutting engagement against the face of the sleeper or mouth of the hole at such end 38.

Although the present invention enables a separate base plate to be dispensed with and for the rail to be supported directly from the sleeper with or without a resilient pad between the underside of the rail foot and the upper face of the sleeper, there is not excluded from the ambit of the specification cases where base plates are provided between the upper side of the sleeper and the underside of the rail, for example, for the purpose of holding the rail to gauge, even though their provision is considered unnecessary. The presence of such base plates in no Way changes in any essential the form and mode of operation of the invention as above described. Y

Further, although in the above described constructions the lower arm 23 of each clip is received within a hole 27 in the sleeper, it is within the scope of the invention in its broadest aspect that the hole 27 may be replaced by some other form of opening, for example, a recess of inverted substantially U section extending up wardly from the underside of the sleeper, such a construction being employed, for example, more particularly in the case of a composite sleeper built up from metal and timber or concrete sections and being provided possibly also in the case of a steel sleeper.

In a further alternative, the lower arm 23 of the clip may be formed of non-circular, for example, square configuration in cross section, as by forming the clip throughout its length from bar of such non-circular section, and each lower clip arm receiving hole in the sleeper may be of corresponding non-circular configuration, as by providing a liner tube of such, for example, square configuration to each hole.

In such an alternative, either the lower clip arm or the liner tube, or both of these parts, would be of slightly twisted configuration so as to have a configuration similar to that of an Archimedean screw, but having a pitch which is extremely large in relation to the bar diameter, the arrangement being such that as the clip is driven, the lower clip arm is caused to turn slightly about its longitudinal axis in a direction to displace the upper clip arm towards the adjacent rail Web, and thereby apply to the rail flange an additional load over and above that which would result merely from the simple expansion of the clip arising from the relative slope between the lower clip arm receiying hole and the upper surface of the rail flange.

Such non-circular configuration of the lower arm and corresponding sleeper hole also serves to prevent the clip from turning relative to the sleeper about the axis of the lower arm in a direction tending to displace the upper clip arm away from the rail web and may, if desired, be

provided solely for such latter purpose without also forming the lower clip arm and/ or liner tube of twisted configuration as above described.

Although in each of the foregoing constructions a pair of clips are provided for securing each rail to each. sleeper, it is within the scope of the invention in its widest aspect that as applied for example to light railways only a single clip should be provided as above described for securing one of the two rail flanges, the other of which flanges would be adapted to engage beneath the underside of a shoulder provided on the upper side of the sleeper.

What I claim then is:

1. A support for a flange footed rail wherein each rail flange on its upper side slopes downwardly to the horizontal in a direction away from the rail flange at two dif ferent inclinations to the horizontal, with the greater inclination nearer to the rail web, said support comprising a sleeper having a rail supporting seat, said sleeper having a pair of holes, each extending from a lateral side of the sleeper below the rail seat with each hole extending in the general direction of the rail, a pair of rail securing clips, each having upper and lower arms joined resiliently together at one end by a connecting portion,

each lower clip arm being drivable within one of said sleeper holes so as to extend therein, the upper arm of each clip adjacent the free end thereof having a rail flange engaging part in pressure engagement with the upper surface of one of the two rail flanges at a position adjacent the line of intersection between the two rail flange slopes, which, in relation to a vertical plane containing the central axis of the lower clip arm, is on the opposite side of said plane to the rail web, each of said clip upper arms intermediate their flange engaging parts and the clip connecting portion being spaced out of contact with the rail flange and sleeper.

2. A support for a flange footed rail wherein each rail flange on its upper side slopes downwardly to the horizontal in a direction away from the rail flange at two different inclinations to the horizontal, with the greater inclination nearer to the rail web, said support comprising a sleeper having a rail supporting seat, said sleeper having a pair of holes, each extending from a lateral side of the sleeper below the rail seat in a direction downwardly inclined to the horizontal and in a plane parallel to the length of the adjacent rail, a pair bf rail securing clips, each having upper and lower arms joined resiliently together at one end by a connecting portion, each lower clip arm being drivable within one of said sleeper holes so as to extend therein, the upper arm of each clip adjacent the free end thereof having a rail flange engaging part in pressure engagement with the upper surface of one of the two rail flanges at a position adjacent the line of intersection between the two rail flange slopes, which, in relation to a vertical plane containing the central axis of the lower clip arm, is on the opposite side of said plane to the rail web, each of said clip upper arms in termediate their flange engaging parts and the clip connecting portion being spaced out of contact with the rail flange and sleeper.

3. A support for a flange footed rail according to claim 2 wherein each lower clip arm receiving hole in the sleeper is so disposed in relation to the line of intersection between the two slopes of the corresponding upper rail flange that a plane containing the line of intersection between said two rail flange slopes and extending therefrom to the central axis of the adjacent lower clip arm is inclined at an angle of at least to that rail flange slope which is furthest from the associated rail web.

4. A support for a flange footed rail wherein the upper surface of each rail flange is downwardly inclined to the horizontal in a direction away from the adjacent side of the rail web, said support comprising a sleeper having a rail supporting seat, said sleeper having a pair of holes, each extending from a lateral side face of the sleeper and below the rail seat, with each hole extending in a plane parallel to the rail seat which, in a direction from the mouth of the hole, is inclined towards a vertical plane passing through the centre of the rail web, a pair of rail securing clips, each having upper and lower arms joined resiliently together at one end by a connecting portion, each lower clip arm being drivable within one of said sleeper holes so as to extend therein, the upper arm of each clip adjacent the free end thereof having a rail flange engaging part in pressure enga ement with the upper surface of one of the two rail flanges at a position which, in relation to a vertical plane containing the central axis of the lower clip arm, is on the opposite side of said plane to the rail web, each of said clip upper arms intermediate their flange engaging parts and the clip connecting portion being spaced out of contact with the rail flange and sleeper.

5. In a rail support of the kind specified a rail securing clip comprising a single length of resilient metal bar having spaced apart lower and upper arms joined integrally together at one of their ends by a connecting portion, the other ends of said two arms being free and extending on the same side of the connecting portion and being disposed closer together adjacent their free ends than 1 1 adjacent their connecting portion, said upper arm adjacent its free end having a rail flange engaging portion, said connecting portion adjacent to its junction with the one upper arm end and said one upper arm end being each disposed to the one same side of a plane which passes through the longitudinal axis of the lower arm and the rail flange engaging portion of the upper arm.

6. In a rail support of the kind specified a rail securing clip comprising a single length of resilient metal bar having spaced apart lower and upper arms joined integrally together at one of their ends by a connecting por-' tion, the other ends of said two arms being 'free and extending on the same side of the connecting portion and being disposed closer together adjacent their free ends than adjacent their connecting portion, said upper arm adjacent its free end having a rail flange engaging portion, said connecting portion adjacent to its junction with the one upper arm end and said one upper arm end being each disposed to the one same side of a plane which passes through the longitudinal axis of the lower arm and the rail flange engaging portion of the upper arm, said clip connecting portion being of substantially straight configuration at a position medially of its length.

7. A support for a flange footed rail comprising a sleeper having a rail supporting seat, said sleeper having a hole extending from a lateral side of the sleeper below the rail seat in the general direction of the rail, a rail securing clip having upper and lower arms joined resiliently together at one end by a connecting portion, the lower clip arm being drivable within said sleeper hole so as to extend therein, the upper arm of the clip adjacent the free end thereof having a rail flange engaging part in pressure engagement with the upper surface of one of the two rail flanges, said clip upper arm intermediate its flange engaging part and the clip connecting portion being spaced out of contact with the rail flange and sleeper, said upper side of the sleeper hole being spaced from that upper surface of the rail flange engaged by the upper clip arm, by a distance less than the spacing of said upper side from said upper flange surface which is adjacent the edge of such flange, and the lower clip arm receiving hole being formed with a shoulder and the free end portion of the lower clip arm received therein being bent upwardly in relation to the remainder of such arm, the arrangement being such that in the driving of the clip said upwardly bent portion rides over and past said shoulder to engage with the inner side of the shoulder directed away from the lower clip arm receiving end of the hole so as positively to retain the clip in its fully driven position.

8. A rail support comprising a sleeper having a rail supporting seat, a flange footed rail having its flanges resting on said seat, said sleeper having a pair of holes extending beneath said seat one from each of two opposite lateral sides of the sleeper in a direction transversely of the direction of the sleeper, a pair of clips each securing one of the two flanges of the rail to the sleeper, each clip comprising a single length of resilient metal bar having spaced apart lower and upper arms joined integrally together at one of their ends by a connecting portion, the other ends of said two arms being free and extending on the same side of the connecting portion and being disposed closer together adjacent their free ends than adjacent their connecting portion, the two clips having their respective lower arms extending in opposite directions from opposite lateral sides of the sleeper with the lower arm of each clip extending within one of said two sleeper holes, the upper arm of each clip adjacent its free end having a portion which engages with one of said two rail flanges, each of said clip connecting portions adjacent to its junction with the one upper arm end and said one upper arm end being each disposed to the one same side of a plane which passes through the longitudinal axis of the lower arm and the rail flange engaging portion of the upper arm.

References Cited in the file of this patent UNITED STATES PATENTS 2,954,169 Rigby Sept. 27, 1960 FOREIGN PATENTS 1,181,447 France Jan. 12, 1959 815,128 Great Britain June 17, 1959 

